阅读说明：本技术 用于混合动力车辆部件的热管理的系统 (System for thermal management of hybrid vehicle components ) 是由 W.费拉里 F.贝托亚 A.克里韦拉里 于 2019-08-15 设计创作，主要内容包括：一种混合动力车辆包括车辆部件的热控制系统,该系统包括第一高温冷却回路(8)、第二低温冷却回路(13)和第三冷却回路(17),以用于对电池组(7)进行冷却/加热。阀系统(V1、V2、V1-V4)被配置为具有对电池组(7)进行加热的操作条件,其中该阀系统将第三回路(17)与第二回路(13)连接,以便创建由第三回路的主要部分(170)和第二回路的主要部分(13M)组成的环路,该主要部分(13M)包括混合动力车辆的一个或多个电动机组件、以及优选地还有机动车辆的一个或多个附加部件的冷却部分,该一个或多个附加部件诸如涡轮增压器组件和中间冷却器组件。在这种操作条件中,由此形成的环路中的液体循环可以通过第三回路的泵(17A)来激活,并且借助于由混合动力车辆的上述电动机组件、以及优选地还有机动车辆的上述附加部件所生成的热量而引起对电池组的加热。(A hybrid vehicle comprises a thermal control system of vehicle components, which system comprises a first, high temperature cooling circuit (8), a second, low temperature cooling circuit (13) and a third cooling circuit (17) for cooling/heating a battery pack (7). A valve system (V1, V2, V1-V4) is configured to have an operating condition for heating the battery pack (7), wherein the valve system connects the third circuit (17) with the second circuit (13) so as to create a loop consisting of a main part (170) of the third circuit and a main part (13M) of the second circuit, the main part (13M) comprising one or more electric motor components of the hybrid vehicle and preferably also a cooling part of one or more additional components of the motor vehicle, such as a turbocharger component and an intercooler component. In such operating conditions, the circulation of the liquid in the loop thus formed can be activated by the pump (17A) of the third circuit and the heating of the battery pack is caused by means of the heat generated by the aforesaid electric motor assembly of the hybrid vehicle and preferably also by the aforesaid additional components of the motor vehicle.)

1. A hybrid vehicle comprising:

-an internal combustion engine (2),

-one or more motor assemblies (5, 6),

-a battery pack (7),

-a first cooling circuit (8) in which coolant circulates for cooling the internal combustion engine (2), comprising a pump (8A) for activating the liquid circulation along the first circuit (8),

-a second cooling circuit (13) in which coolant circulates for cooling at least one or more of the electric motor assemblies (5, 6) and preferably also one or more further components of the motor vehicle (3, 4, 153), such as a turbocharger assembly and an intercooler assembly, the second circuit (13) comprising an electrically operated pump (13A) for activating liquid circulation along the second circuit (13),

-a refrigeration circuit (15) of a system for the air conditioning of the passenger compartment of a motor vehicle, through which refrigeration circuit (15) a coolant flows,

-a third cooling/heating circuit (17) in which a cooled/heated liquid circulates for cooling/heating the battery pack (7), said third circuit (17) comprising an electrically operated pump (17A) for activating the liquid circulation along said third circuit (17),

-a heat exchanger (16) acting as a cooler or freezer to cool the liquid flowing through the third circuit (17) by means of cold liquid flowing into an air-conditioning refrigeration circuit (15), and

-a valve system (V1, V2; V1-V4) for controlling cooling and heating of the battery pack (7), configured to have the following operating conditions:

-a first operating condition for cooling a battery (7), wherein the valve system maintains the third circuit (7) isolated with respect to the first circuit (8) and with respect to the second circuit (13), and wherein the refrigeration circuit is operative so that the liquid of the third circuit (17) is cooled by the above-mentioned refrigerator (16) and is therefore able to cool the battery (7), and

-a second operating condition for heating the battery pack, wherein the refrigeration circuit (15) is inactive, and wherein the valve system places the third circuit (17) in communication with the second circuit (13),

the system is characterized in that the system is configured in such a way that: in the above-mentioned second operating condition, the valve system (V1, V2; V1-V4) is such that the third circuit (17) communicates with the second circuit (13) in such a way as to create a loop consisting of:

-a main portion (13M) of said second circuit (13) comprising said one or more electric motor assemblies (5, 6) and preferably also a cooling portion of one or more of said additional components of the motor vehicle (3, 4, 153), and

-a main portion (170) of the third circuit (17) comprising a cooling portion of a battery (7) and a pump (17A) of the third circuit (17),

the configuration is performed in such a manner as follows: in the second operating condition of the valve system (V1, V2; V1-V4), the circulation of liquid in the loop can be activated by means of the pump (17A) of the third circuit, and

the configuration is performed in such a manner as follows: in the second operating condition of the valve system, the battery pack (7) is heated with liquid from the second circuit (13), by means of heat generated by the one or more electric motor assemblies (5, 6), and preferably also by means of heat generated by the one or more additional components of the motor vehicle, such as the turbocharger assembly (3) and the intercooler assembly (4).

2. The vehicle according to claim 1, characterized in that the valve system for controlling cooling and heating of the battery pack (7) is configured to have another operating condition: wherein the valve system connects the third circuit (17) with the first circuit (8) such that the battery pack (7) is heated by heat generated by the combustion engine (2) with coolant from the first circuit (8).

3. Vehicle according to claim 1, characterized in that said second circuit (13) comprises:

-the main portion (13M) of the second circuit (13) comprising one or more lines (131, 132, 133, 134A) in parallel for cooling the one or more electric motor assemblies (5, 6) and preferably also one or more of the additional components of a motor vehicle (3, 4, 153), and

-an auxiliary line (136) connecting an outlet (135) of the main portion (13M) of the second circuit (13) with an inlet (138) of the main portion (13M) of the second circuit (13), and

the method is characterized in that:

-the valve system comprises two four-way valves (V1, V2), each valve having a first and a second inlet (A, C) and a first and a second outlet (B, D),

-wherein each four-way valve (V1, V2) has: a first operating condition in which the first outlet (B) is connected only to the first inlet (a) and the second outlet (D) is connected only to the second inlet (C); and a second operating condition in which the first outlet (B) is connected only to the second inlet (C) and the second outlet (D) is connected only to the first inlet (A), and

-wherein two four-way valves (V1, V2) are respectively arranged with their first inlet (a) and their first outlet (B) inserted in the auxiliary line (136) respectively upstream and downstream of the main portion (13M) of the second circuit (13), and with their second inlet (C) and their second outlet (D) inserted in the above-mentioned third circuit (17) respectively upstream and downstream of the battery pack (7) and the pump (17A) of the third circuit (17).

4. Vehicle according to claim 3, characterized in that said valve system also comprises a third three-way valve (V3) and a fourth three-way valve (V4) inserted in said main portion (170) of said third circuit (17) upstream and downstream, respectively, of the battery pack (7) and of the pump (17A) of said third circuit (17), said third and fourth valves (V3, V4) having operating conditions in which they simply establish the continuity of said third circuit (17), and a second operating position in which they connect the main portion (170) of said third circuit (17) with said first circuit (8), so as to form a loop in which the circulation can also be activated by means of the pump (17A) of said third circuit (17).

5. Vehicle according to claim 1, wherein a heat exchanger (9) is arranged in the first circuit (8), the heat exchanger (9) acting as a passenger compartment heater for heating an air flow directed towards a passenger compartment of the motor vehicle by means of the coolant of the first circuit (8), the vehicle being further characterized in that a heat exchanger (18) is arranged in the second circuit (13), the heat exchanger (18) also acting as a passenger compartment heater for heating an air flow directed towards a motor vehicle compartment.

Technical Field

The present invention relates to hybrid vehicles, or more particularly to vehicles provided with both an internal combustion engine and one or more electric motor assemblies for vehicle traction.

The present invention relates in particular to a system and method for thermal control of hybrid vehicle components.

Prior Art

In recent years, considerable efforts have been put into reducing energy consumption in this type of vehicle. Thermal management of vehicle components is an important aspect in this regard for several reasons. First, hybrid vehicles involve additional thermal load compared to conventional vehicles equipped solely with an internal combustion engine due to the presence of an electric motor assembly with associated electronics and a battery. These components must be maintained within a certain temperature range in order to ensure optimum performance and avoid failure. In particular, cold ambient conditions affect the battery in terms of capacity (very cold batteries cannot be fully charged), power (cold batteries cannot provide the full power required by the motor, which can result in less acceleration of the vehicle), and charging (very cold batteries cannot be charged quickly). The simplest and most common solution to solve the above problem is to use a PTC (positive temperature coefficient) type heating element to heat the battery pack, but the heat generated thereby causes energy consumption, which results in a reduction in the autonomy of the vehicle.

Technical article published in 2018, 5 and 30 months "Thermal Management Architectures Virtual Evaluation for HEV/PHEV", SAE publication 2018-37-0025, the inventors propose a system for thermal control of hybrid vehicle components, including an internal combustion engine, one or more electric motor assemblies, and a battery pack. The system proposed in this document comprises:

-a first cooling circuit in which coolant circulates for cooling the combustion engine, said first cooling circuit comprising a pump for activating liquid circulation along said first circuit,

a second cooling circuit in which coolant circulates for cooling at least one or more of the electric motor assemblies and preferably also one or more further components of the motor vehicle, such as a turbocharger assembly and an intercooler assembly, said second circuit comprising an electrically operated pump for activating liquid circulation along said second circuit,

a refrigeration circuit of a system for air conditioning a passenger compartment of a motor vehicle, through which a coolant flows,

-a third cooling/heating circuit in which a cooling/heating liquid is circulated for cooling/heating the battery pack, said third circuit comprising an electrically operated pump for activating the liquid circulation along said third circuit,

-a heat exchanger acting as a cooler or freezer (chiller) to cool the liquid flowing through the third circuit by means of cold air flowing into the air-conditioning refrigeration circuit, and

-a valve system for controlling cooling and heating of the battery pack, configured to have the following operating conditions:

-a first operating condition for cooling the battery pack, wherein the valve system maintains the third circuit isolated with respect to the first and second circuits, and wherein the air conditioning system is active (active) so that the liquid of the third circuit is cooled by the above-mentioned freezer and is therefore able to cool the battery pack, and

-a second operating condition for heating a battery pack, wherein the air conditioning system is inoperative (inactive), and wherein the valve system causes the circuit to communicate with the second circuit.

Although the system described in the above-mentioned publication forms the first step of an efficient solution to the problem already outlined above, further research and experiments carried out by the applicant have shown that there is still room for substantial improvement.

Objects of the invention

The object of the present invention is therefore to improve the solutions previously proposed by the inventors themselves by providing a system: in this system, in particular, the battery pack can be heated in a truly efficient manner by utilizing heat generated by one or more electric motor assemblies used to tow the hybrid vehicle, and preferably also by additional components of the vehicle, such as an intercooler assembly and a turbocharger assembly provided to the vehicle.

Disclosure of Invention

In view of achieving the above object, the present invention relates to a system having the characteristics indicated above with reference to the previously proposed system, and is further characterized in that said system is configured in such a way that: in the above-mentioned second operating condition, the above-mentioned valve system causes the third circuit to communicate with the second circuit so as to create a loop consisting of:

-a main part of a second circuit comprising the cooling portion of the one or more electric motor assemblies and preferably also of one or more of the additional components of the motor vehicle, and

a main part of the third circuit comprising the cooling part of the battery pack and the pump of the third circuit,

the configuration is performed in such a manner as follows: in said second operating condition of the valve system, the circulation of liquid in said loop can be activated by means of the pump of the third circuit, an

The configuration is performed in such a manner as follows: in said second operating condition of the valve system, the battery pack is heated by means of the liquid from the second circuit, by means of the heat generated by said one or more electric motor assemblies, and preferably also by means of the heat generated by said one or more additional components of the vehicle, such as the turbocharger assembly and the intercooler assembly.

In a preferred embodiment, the second circuit includes:

-the above-mentioned main part of the second circuit comprising one or more parallel lines for cooling said one or more electric motor assemblies and preferably also one or more of said additional components of the motor vehicle, and

-an auxiliary line connecting the outlet of the main part of the second circuit with the inlet of the main part and comprising the pump of the second circuit, and

the method is characterized in that:

-the valve system comprises two four-way valves, each valve having a first and a second inlet and a first and a second outlet,

-wherein each four-way valve has: a first operating condition in which the first outlet is connected only to the first inlet and the second outlet is connected only to the second inlet; and a second operating condition in which the first outlet is connected only to the second inlet and the second outlet is connected only to the first inlet, an

-wherein the two four-way valves are respectively arranged with their first inlets and their first outlets inserted in said auxiliary line upstream and downstream, respectively, of the main portion of the second circuit, and with their second inlets and their second outlets inserted in the third circuit upstream and downstream, respectively, of the battery pack and of the pump of the third circuit.

Due to all of the above characteristics, the system according to the present invention is able to operate as a previously proposed system in a cooling mode of the battery pack, while in a heating mode of the battery pack it is able to more efficiently utilize the heat generated by the motor assembly (including both the motor and associated inverter) and additional vehicle components such as the turbocharger and intercooler. In fact, the system of the invention is configured in such a way that: in this heating mode of the battery pack, a loop is created which is formed partly by the above-mentioned main part of the second circuit and partly by the above-mentioned main part of the third circuit, wherein the liquid circulation is activated by an electrically operated pump of the third circuit. This mode can therefore be achieved even if the pump of the second circuit is inoperative.

In another embodiment, when there is an even greater need for heating the battery pack, it is conceivable that the valve system is configured to have an additional operating condition in which it connects the third circuit with the first circuit, so that the battery pack is heated by means of the heat generated by the combustion engine, using the coolant of the first circuit. In this case, the valve system further includes a third three-way valve and a fourth three-way valve, which are inserted in the above-described main portion of the third circuit upstream and downstream of the battery pack and the pump of the third circuit, respectively. The above-mentioned third and fourth valves have operating conditions which simply establish the continuity of the third circuit, and second operating conditions in which they instead connect the main part of the third circuit with the part of the first circuit, so as to form a loop in which the circulation can be activated by the pump of the third circuit.

In order to guarantee the heating of the passenger compartment even when the internal combustion engine remains idle for a long time while the vehicle is moving, the system of the invention is provided not only with a heat exchanger arranged within said first circuit, acting as a passenger compartment heater, but also with an additional heat exchanger arranged in the above-mentioned second circuit, also acting as a passenger compartment heater.

Further characteristics and advantages of the invention will become clear from the following description, with reference to the attached drawings, which are provided purely as non-limiting examples, wherein:

figures 1 and 2 illustrate two different operating conditions of a first embodiment of the system according to the invention, an

Figures 3-5 illustrate three different operating conditions of a second embodiment of the system according to the invention, an

Figure 6 illustrates a diagram of an additional variant of the system according to the invention.

General characteristics of hybrid vehicles

Referring to the diagrams in fig. 1 and 2, reference numeral 1, in its entirety, indicates a system for thermal control of hybrid vehicle components. The example illustrated herein relates to a hybrid vehicle that includes: an Internal Combustion Engine (ICE) 2, which is equipped with a turbocharger (T/C) 3 and an intercooler assembly (WAC) 4, the intercooler assembly (WAC) 4 being used to cool exhaust air from the turbocharger assembly 3 that is supplied to the internal combustion engine 2. The hybrid vehicle further includes: a first motor assembly 5 for driving the wheels of the vehicle, comprising an electric motor (PI 1F) and an associated inverter assembly; a second motor assembly 6 including a second electric motor (P4) and an associated inverter assembly; and a battery pack (B) 7, manufactured in any known manner, for the electric power supply of the motor assemblies 5, 6 and all the electrical equipment onboard the vehicle. Of course, the above-described configuration is given here only as an example.

Thermal control system-high temperature cooling circuit

The thermal control system comprises a first cooling circuit 8 or high temperature circuit in which coolant circulates for cooling the combustion engine 2, which first cooling circuit 8 or high temperature circuit comprises a pump 8A for activating the circulation of coolant in the circuit 8. The high temperature cooling circuit 8 may be manufactured in any known manner. In a still known manner, the pump 8A may be a pump mechanically driven by an internal combustion engine or an electrically operated pump.

In the example illustrated in fig. 1 and 2, the high-temperature cooling circuit 8 comprises a line 80 in which a pump 8A is inserted, which pump 8A carries the coolant up to the inlet of the portion of the cooling circuit passing through the internal combustion engine 2. Again, in the case of the particular example illustrated, at the outlet of the internal combustion engine 2, the coolant is fed via a line 81 to an electronically controlled valve 82. By means of the valve 82, the coolant from the line 81 can flow into a line 83, which line 83 feeds to the heat exchanger 9 serving as a heater (cab.h) of the passenger compartment of the motor vehicle. According to the conventional art, the heat exchanger 9 heats the air flow directed towards the passenger compartment of the motor vehicle by means of the heat of the engine coolant. At the outlet of the heat exchanger 9, the coolant of the high-temperature circuit 8 is fed into a line 84, from which line 84 a line 80 branches off, which line 80 feeds the coolant back to the inlet of the internal combustion engine. From the valve 82 there is also a line 86 which carries the coolant to the inlet of a high temperature radiator (HT) 10, which high temperature radiator 10 is normally located at the front of the motor vehicle to use the air flow entering the engine compartment of the motor vehicle in order to cool the liquid supplied by the line 86. At the outlet of the high temperature radiator 10, the coolant is fed into a line 85, through which line 85 the coolant can return to a line 88 towards the pump 8A.

In the particular example illustrated, the high temperature cooling system 8 is of a type that also includes an insulated container 11, the insulated container 11 being configured for storing an amount of hot coolant during a stop of the internal combustion engine 2. This solution can be implemented, for example, according to document EP 3246541B 1 of the same applicant. According to this known solution, the insulated container 11 is arranged in a line 87 branching off from the line 81. When the internal combustion engine 2 is switched off, a certain amount of hot coolant remains in the insulated container 11. When the internal combustion engine is restarted, the coolant contained in the reservoir 11 flows into the line 89 or into the line 89A by means of the electronically controlled valve 88. Line 89 carries the hot liquid contained in the insulated container 11 to the heat exchanger 12, which heat exchanger 12 acts as a coolant for the engine lubricant (EOC) during normal operation of the internal combustion engine, but acts as a heater for the lubricant in the conditions described above. In this way, as disclosed in EP 3246541B 1, the engine oil is rapidly brought to the following temperatures: at this temperature, the internal combustion engine can be operated with maximum efficiency and minimum consumption.

The electronically controlled valves 82, 88 are controlled by one or more onboard electronic controllers of the motor vehicle, typically by means of one or more processor modules included in one or more vehicle control units, such as ECUs (engine control units).

It should be emphasized, however, that the particular example shown is in no way limiting and that the high temperature cooling circuit may be implemented in any known manner for the purposes of the present invention.

Low temperature cooling circuit

Referring again to fig. 1 and 2, reference numeral 13, in its entirety, indicates a second cooling circuit or low-temperature cooling circuit, in which coolant is also circulated for cooling the motor assembly 5, 6 and preferably also additional vehicle components (such as the intercooler 4 and the turbocharger assembly 3). As clearly shown in the figures, the low-temperature cooling circuit 13 is completely independent of the high-temperature cooling circuit 8 and comprises a pump 13A for activating the circulation of liquid in the circuit 13, which pump 13A is an electrically operated pump so that it can remain active even in steps in which the internal combustion engine 2 is inactive.

The low-temperature cooling circuit 13 comprises a main portion 13M, which main portion 13M comprises a plurality of lines 131, 132, 133, 134 connected in parallel to each other, which pass through the electric motor assemblies 5, 6, the intercooler 4 and the turbocharger assembly 3 for cooling these components. In the figures, the arrows along the lines of the circuit indicate the flow direction. From the outlet 135 of the main part 13M of the low-temperature cooling circuit 13, the coolant is fed via line 136 to the inlet of a low-temperature radiator (LT) 14, which is usually arranged in the front of the vehicle together with the high-temperature radiator 10, for cooling by the air flow into the engine compartment. From the outlet of the low temperature radiator 14, the coolant is fed via a line 137 and a pump 13A to an inlet 138 of the main part 13M of the low temperature cooling circuit 13. In line 136, upstream of the low-temperature radiator 14, an electronically controlled valve 139 is arranged, which is able to supply the coolant from line 136 via a bypass line 14A instead of via the low-temperature radiator 14, which bypass line 14A rejoins in line 137 upstream of the pump 13A. According to conventional techniques, the valve 139 is controlled according to the operating conditions of the vehicle and in particular according to the cooling requirements of the components 3, 4, 5, 6 cooled by the low-temperature cooling circuit 13.

Refrigeration circuit of air conditioning system

Still referring to fig. 1, 2, numeral 15, in its entirety, indicates a refrigeration circuit of an air conditioning system provided to the vehicle for refrigerating an air flow directed to a passenger compartment of the motor vehicle. According to the conventional art, the refrigeration circuit 15 uses a refrigerant gas flowing into an Evaporator (EVP) 181 provided for cooling the air flow entering the passenger compartment of the motor vehicle. At the outlet of the evaporator 151, the coolant is directed to a compressor 152. The fluid leaving the compressor is supplied to a condenser 153. The fluid leaving the condenser 153 is expanded in an expansion valve 154, from which expansion valve 154 it is fed back into the evaporator 151.

In the case of the embodiment of the invention illustrated herein, the condenser 153 is cooled by means of a coolant flowing along the additional line 134a of the main portion 13M of the low-temperature cooling circuit 13. Again, in the case of the embodiment of the invention, the refrigeration circuit 15 presents the following additional differences with respect to the conventional circuit: it comprises a heat exchanger 16 acting as a cooler or "chiller" (CHL), wherein the coolant reaches the heat exchanger 16 after expansion in a further expansion valve 155 connected in parallel with the expansion valve 154. Fluid exiting the chiller 16 returns to the compressor 152 via line 156. As will be seen below, the heat exchanger 16 is used to cool the hybrid vehicle battery pack in conditions where the temperature of the battery pack tends to exceed maximum allowable limits (typically due to hot weather conditions).

Battery pack cooling/heating circuit

Still referring to fig. 1 and 2, reference numeral 17 indicates a cooling/heating circuit of the battery 7, in which a cooled/heated liquid (typically water and glycol, as in the case of circuits 8, 13) circulates.

The circuit 17 comprises a line 170 which passes through the battery 7 for cooling the battery 7 and comprises an electrically operated pump 17A for activating the circulation in the circuit 17. The liquid supplied by the pump 17A flows into a line 171 through the chiller 16, where the coolant is cooled by the coolant of the loop 15.

Four-way control valve

Referring again to fig. 1 and 2, V1 and V2 indicate two four-way valves, which may be implemented in any known manner, and are inserted in the low temperature loop 13 and in the battery cooling/heating loop 17 for controlling the operating conditions of the thermal control system according to the present invention. Each of the four-way valves V1, V2 has a first inlet a and a first outlet B and a second inlet C and a second outlet D. Each of the two valves V1, V2 has a first operating condition in which the first outlet B is connected only to the first inlet a, and in which the second outlet D is connected only to the second inlet C. In a second operating condition (shown in fig. 2), the above-mentioned connections are crossed, so that the first outlet B is connected only to the second inlet C and the second outlet D is connected only to the first inlet a.

As clearly illustrated in fig. 1, 2, the arrangement of the valves V1, V2 in the system according to the invention is as follows.

Valve V2 has its first inlet a and its first outlet B inserted in line 137 of the subcooling circuit 13 upstream of the inlet 138 of the main part 13M of the circuit. Instead, the second inlet C and the second outlet D of the valve V2 are inserted between the line 170 and the line 171 of the circuit 17 for cooling/heating the battery pack 7.

Thus, in the operating condition of valve V2 illustrated in fig. 1, in the low-temperature cooling circuit 13, the coolant supplied by the pump 13A flows to the inlet 138 of the main portion 13M, in which the liquid provides cooling of the components 3, 4 and 5, 6. In the same condition, the liquid supplied by the pump 17A in the line 170 of the circuit 17 for cooling/heating the battery pack 7 flows into the line 171 and through the freezer 16, so that if the refrigerant circuit 15 is active, the liquid in the circuit 17 is cooled in the freezer 16 and thus cools the battery pack 7.

Four-way valve V1 is arranged such that its first inlet a and its first outlet B are inserted in line 136 downstream of outlet 135 of main portion 13M of circuit 13. A second inlet C and a second outlet D of the four-way valve V1 are inserted in the line 171 of the circuit 17 for cooling/heating the battery pack 7 downstream of the refrigerator 16. Thus, in the operating condition illustrated in fig. 1, in which valve V1 is in a condition in which AB and CD connections are active, as is valve V2, the operation is that already described above. The coolant of the low temperature cooling circuit 13 may flow from the outlet 135 of the main portion 13M into line 136, while the liquid from line 171 and from the chiller 16 may flow into line 170 and through the battery pack 7.

Fig. 2 illustrates the system of fig. 1 in the following operating conditions: in this operating condition, the battery pack requires heating (e.g., in winter conditions or in any cold climate). In the condition of fig. 2, both four-way valves V1, V2 are in their operating positions with cross-connects AD and CB.

As is evident, the connection BC of the valve V2 and the connection AD of the valve V1 cause the formation of a loop which is partly constituted by the main part of the circuit 17 (line 170) for cooling/heating the battery pack 7 and partly by the main part 13M of the low-temperature cooling circuit 13. In the loop thus formed, the liquid circulation is activated by the pump 17A of the circuit 17. The circulating liquid extracts the heat generated by the components 3, 4, 5, 6 and transfers it to the battery 7.

In the above conditions, the pump 13A of the low-temperature cooling circuit 13 may also be inactive.

Additional embodiments

Fig. 3, 4 and 5 illustrate three different operating conditions of additional embodiments, wherein the possibility of heating the battery pack by using coolant circulating in the high temperature cooling circuit 8 in extreme cold conditions is envisaged. In this case, the system comprises two additional three-way valves V3, V4 inserted in a line 170, which line 170 constitutes the main part of the circuit 17 for cooling/heating the battery pack 7. Valves V3, V4 are disposed in line 170 upstream and downstream of the battery pack 7 and pump 17A, respectively.

The valve V3 has two inlets F, G and an outlet H that can be selectively connected to either inlet F or inlet G. The valve V4 has an inlet P and two outlets Q, R that can be selectively connected to the inlet P.

Fig. 3 illustrates operating conditions corresponding to extreme cold conditions. The valves V1, V2 are arranged in a condition in which the connection AB and CD play a role. Valves V3 and V4 are arranged in a condition in which the connections GH and PR are active. The inlet G of the valve V3 can receive liquid from the high temperature cooling circuit 8 by means of a line 800 branching off from the line 83. The outlet R of the valve V4 is able to supply fluid from the line 170 of the circuit 17 for cooling/heating the battery pack 7 into the line 801, which line 801 carries the liquid so that it can flow into the line 84.

As can be seen, in the operating condition of fig. 3, a loop is thus created which is partly composed of the main part 170 of the circuit 17 for cooling/heating the battery pack 7 and partly composed of the high temperature cooling circuit 8. The circulation of the coolant can be activated by means of the pump 17A or by means of the pump 8A of the circuit 8.

Fig. 4 illustrates the following operating conditions: in this operating condition, the heat generated by the components 3, 4, 5, 6 is used by the coolant of the low-temperature cooling circuit 13 to heat the battery pack 7. The configuration of fig. 4 is identical to that of fig. 2, except in this case where valves V3, V4 create a connection PQ and FH. In this way, the valves V3, V4 become completely irrelevant with respect to the operating mode already described above with reference to fig. 2.

Fig. 5 illustrates additional operating conditions in which cooling of the battery pack 7 by means of the cooled liquid in the freezer 16 is necessary. This condition corresponds exactly to the condition of fig. 1. In this case, the valves V3, V4 also create the connections PQ and FH, so as to be completely irrelevant with respect to the operating mode already described above with reference to fig. 1.

Additional passenger compartment heater

Fig. 6 of the accompanying drawings shows a diagram of an additional embodiment, which essentially corresponds to the embodiment of fig. 1 and 2, except that-in this case-the main part 13M of the low-temperature cooling circuit 13 comprises an additional line 134b in parallel with the lines 131, 132, 133, 134a, in which additional line 134b a heat exchanger 18 is arranged, which serves as a further passenger compartment heater in addition to the heater 9. The heater 18 is configured to transfer heat to an air flow supplied to a passenger compartment of the motor vehicle to maintain the passenger compartment at a desired temperature. Thus, the heater 18 utilizes the heat generated by the components 3, 4, 5, 6.

As indicated above, the valves V1, V2, V3, and V4 may be manufactured in any known manner. Preferably, these valves are electrically operated valves that are electronically controlled by one or more electronic controllers, for example in the form of a microprocessor, preferably according to programming criteria, depending on the operating conditions of the vehicle, and in particular on the internal combustion engine, the electrical components of the vehicle, and the operating conditions mainly according to the temperature of the battery pack 7.

Of course, without prejudice to the principle of the invention, the details of construction and the embodiments may vary widely with respect to those described and illustrated, without thereby departing from the scope of the present invention.